Electrically-operated reversing-gear.



K BRLL.

ELEGTBICALLY OPBBATBD RBVBBSING. GEAR.

APPLICATION FILED PELE?, 1912.

1,080,044. Patented Dec.2, 1913.

2 SHEETS-SHEET 1.

KOLOMAN BRLL, OF BUDAPEST, AUSTRIA-HUNGARY.

ELECTRICALLY-OPERATED REVERSING-GEAR.

Specification of Letters Patent.

Patenten nee; e, 1ere.

Application ed February 27", 1912. Serial o. 580,287.

To all whom t may concern I Be it known that I, KoLoMAN BRLL, me-

chanical engineer, residing at Budapest, in

the Empire of Austria-Hungary, have in- 5 vented certain newuand useful improvements in Electrically-Operated Reversing- Gear,of which the following is a specification. y

My invention has reference to a reversing gear which is arranged between any driving shafts and permits of reversing the ro-I tary direction of one of the said shafts while the other shaft continues to rotate alwaysinx the one and the same direction:

The essential feature of the 1nvent1on consists in the arrangement of an electrical auxiliary motor which switches the gear into the three main positions, the rotation to the left, the stoppage and the rotation to the right. This is effectedk rapidly, uniformly but very smoothly without effort and without the exertion of any special skill on the part of the attendant. This arrangement isv l of special importance for cranes as well as Nfor grab winches the many manipulations of which necessitate constant attention and dexterity.

The great simplicityof the present invention is owing to the fact that all the manipu- .lations are effected by .a singlel electrical element, capable of passing into three fundamental positions, in combination with a con. trolling shaft.I This electrical element can be switched 'over into one of the said three positions from the controller ofthe main motor (electric driving engines being more particularly' concerned) or by means of a.

switch for weak currents.

I will now describe my inventions as ap- 40 plied to a grab winch, and in which:

Figure l. is a plan view of the winch in which the auxiliary motor together with the coupling levers is shown ,turned through 90g. Figs. 2-4 show constructional details in front elevation and longitudinal section respectively. -Fig. 5. shows a diagram of the main and auxiliary controller cylinders, the connections between them and their connection with'the switch board and the mainl and auxiliary, motors.v Fig. 6. shows a diagram of the controller cover and of the switching direction. Fig. 7. shows the four directions' in which thev controller lever is moved to cause vthe desiredy movement of the mechanism'. Fig. 8 is a detail view of an actuating means "on the motor shaft 20.

,an electromotor 19.

A motor 1, generally a series motor, drivesV an intermediate shaft 5 by means of a bevel wheel 2 meshing with wheels 3 and 4 `mounted on the-shaft 5 as soon as one of two coupling cones 6 and 7 is made to engage with a corresponding counter-cone of bevel wheel 8 or 4. The'motion of the intermediate shaft 5 is transferred to the closing drum 9 of the grab by means of the cog wheels 11 and 12. The drum 9 is keyed upon its shaft, while the drum 10, which serves for the opening of the grab is loosely mounted on the same shaft, but can be clutched to the shaft hy the friction clutch 14 rendered operative by means Aof a weight Q1 Figs. 2 and 3.. The brake 13 is rigidly connected with the drum '10, this brake is released by means of theservo-motor' 17 which ispreferably'a brake motor owing to the fact that upon the rotation of this motor in the corresponding direction the cam mounted on the operating shaft 18 lifts the brake weightvQv2 Fig. 4. The ratchetless thrust bearing band brake' 16 is mounted on the shaft 5.the toothed wheel 12 being keyed to the plate 23.- TheA plate 23 can be removed from the plate 16 by. reason of the provision of screw threads on the shaft 5'. In' addition to the cam :1: two other cams '-y, zare mounted on the operat1ng.shaft`18`of the rake motor 17, one of themry serving to control the yclutch 14, the other a serving to release the band brake 16; A plate 15 is mounted in front of the drum l0, .this plateis retained against rotation by means of bolts 24; mounted on the drum 10 and is displaced along the shaft on screw threads and pressed against the drum 10. The reversing gears 27.are also controlled by a second cam shaft 20 driven by The cani shaft 20 is drawn into adenite middle position by means of a spring or weight, this position corresponding to the disengagement of the 'friction cones 6 and 7. The opposite strokes of the cam shaft 20 attainable by 'the oppo site starting ofthe motor 19 (which drives the shaft 2O preferably by intermediation'of suitablegear) serves` for connecting up reversing' gearv 6 or, 7 corresponding tothe hoisting or lowering movementr-f the drums 9 and 10Awhich it is desiredto occasion.

The transmission of themovement from 1 the cams 21 to the'coupling and brake levers 'can be eected in any desired manner, 'for example as shown in the drawing by means of rollers 2 2 mounted directly on the levers.

weight has been correctly adjusted the switching into one of the three fundamental positions 'is effected with absolute regularity. Similar advantages and similar manner of working can also be attained, by means of the electric auxiliary motor described, with other reversing gear of all kinds.

I will now describe the controller-device in connection with the switch board and the motors. Fig. 5. shows the diagram of the main and auxiliary controller cylinders, the connections between them and their connection with the main and auxiliary motors. The basis for drafting the diagram of the connections is the fact that: 1. when hoistinga'nd lowering the open or closed grabbucket both auxiliary motors must be switched-on simultaneously in the same rotary direction. 2. during the opening onlyl the newly added auxiliary motor 19, which effects the reversing is brought into the position corresponding to the lowering without, however, starting the auxiliary motor 17 already previously employed for operating the grab-bucket. Nowv in order to be able to switch-on the four working phases,- starting the main motor under no-load, switching the mechanism to hoisting, lowering and opening, there are two switch rollers (which can be arranged in the same or separate casings) effected with a single leverby means of universal control. The main cylinder is 'a simple, multi-stage (10 steps) starting, but not reversing, cylinder with two auxiliary contacts (I-I) ,the second cylinder is a single stage reversing cylinder with altogether only eight contacts. These cylinders are so coupled together, that one of the four working phases respectively correspond'to the four switching directions 0f the control lever, as shown in the controller diagram. 'Assume that all motions both of the hoist motor and the gear are stopped. The filled grab suspending from the drum of the gear is now to be lowered. At'irst the hoist motor will be sped up by rendering the scale 0, 1 10 of the I'nain cylinder, (Figs. 5 and 6), operative, putting the controller lever gradually over the turningpoint 10 (Fig. 7) from its horizontal position into a vertical one in the plane marked by the line starting-opening (Fig. 7). In this position of the controller lever only the -3 and 4).

hoist motor is influenced .as the movable contacts -10- of the main cylinder (Fig. 5) lead current from the switch board through contacts A, B, C, D and the corresponding wires only to the hoist motor. All resistances in the circuit of the hoist-motors rotor are now switched oif and the motor is running therefore at full speed. 'Ihe brake motor 19 as well as the brake motor 17 (Fig. 1) being uninfluenced, remain in their zero position which corresponds to the disengagement of both clutches 6 and 7 and thegear doesn't take any part therefore in the movement of the hoist motor. The driver, putting now the controller lever over its turning-point out of its vertical position into the direction marked Lower (Fig. 7) turns by the corresponding wheelsof the universal-joint o-f the controller cylinders the auxiliary cylinderin the direction Lower, (Fig. 5 and Fig. 6), and connects the corresponding movable contacts of this cylinder up to the network. By contacts E, F, G, I and wiresT (Fig. 5) current will be conducted to the brake motor 17 (Fig- 1) which swinging out of its middle position in one direction, releases the band-brake 13 and engages the clutch 14:, by the cori esponding rotation of the cams X and Y (Figs. 2, 'Ihe brake 16 remains applied during this motion of the brake motor 17,

as when 1t was inthe Zero position of the' latter.

.By contacts, K, L and wires U (Fig. 5),

the brake motor 19 (Fig. 1) will be influ-A enced and it will swing out of its middle position into the corresponding direction. One of the clutches 6 and 7 (say 6) will be engaged by the corresponding weight owing to the fact that upon rotation of the cam shaft 20 this Weight may descend freely and will be able to close the clutch. The movement of the hoist-motor 1 will be then transmitted by the engagement o f clutch 6 to the drum 9 and by the clutch 14 to the drum 10 in a sense, which will correspond with the lowering direction of the grab. Both drums move downward with the same velocity and the closed grab is lowered. If the grab should be opened, the driver puts the controller lever from its actual position with one movement, back to its vertical position,

and with a second movement turns it in the plane marked by line Starting-opening into the direction Open By the first movement of the controller lever the auxiliary cylinder will be switched ofi", therefore the entire grab gear disconnected 'from the hoist-motor (which continues its running), and is stopped in a minute, and by the second movement of the controller lever the main cylinder (Fig. 5 and Fig. 6) will be turned farther to the pointv Open In this position of the main cylinder the movable contacts A, B, C, D remain further in connection with their corresponding fixed contacts and lead current to the hoist motor, as. described above, but besides this, the movable contacts H come in connection with their fixed contacts and lead current through wires V and U to the brake motor 19. It is readily seen that the direction of current u ill be the same in the wires U now as before, when connected with the contacts K, L, and therefore the brake motor 19 will engage (by turning the cams 21, Fig. 1), the same clutch, as before, that is, 6. The brake motor 17, being only connected to the auxiliary cylinder which is now switched olf, remains unintluenced; that is,`in its zero position which corresponds with the checking of the brakes 13 and 16, and the disengagement of clutch 14. The movement of the hoist motor will be transmitted only to the` drum 9, which will move downward, while the drum 10, holding the opening rope, is checked bythe applied brake 13, the jaws of the grab being open. During the opening of the grab the disk 15, which is retained against rotation by the bolts 211, moves from the checked drum 10 and its distance from the latter exactly corresponds in a certain ratio to the length of the closing rope coiled down from drum 9. Assuming, no-w, that the opened grab should be lowered farther to the point. where it can seize material, then the driver puts the controller lever with one movement back to its vertical position and from here with a second movement againl into the position of lowering (Fig. 7).4 By the same swinging out of both brake motors 17 and 19 and action ofthe operating cams a', y, z and 21, as described before, bo-th drums 9 and 10 will move downward with the same velocity and the opened grab will be lowered.

When the grab has attained the point where 1t shall grasp mate-rial, the driver puts the controller lever from its actual position marked Lower, into its 'vertical position. Both brake-motors 17 and 19 are switched off the network and return to the I zero position. The grab gearwill consequently be disconnected from the hoist-motor and checked against all unintended motions by the applying of the brakes 13 and 16. Now, in order that the grab should 'seize material and be hoisted, the driver obvious from the connections of the auxildrum 10 remains for a while stationary.

It isiary cylinder that the directions of the currents in wires T and U are now reversed against the direction, when the lowering' part of the auxiliary cylinder was switched on. Both brake motors will swingt out, therefore, in the opposite direction as before when lowering was going on, the result of which will appear inthe engagement of the clutch 7 inthe releasing of the brakes 13 and 16, and the-disengagement of clutch 14. The same movement of the hoist-motor will be transmitted by clutch 7 in a reversed sense to the drum 9, that is to say, this drum will move in the hoisting direction. T;l[1e n this period the jaws of the grab will be closed; At. the moment the grab is closed the disk 15 which was coming nearer to the 'drum 10 during the closing of the grab, en-

gages with this drum, drives it and coils the unstretched opening cable up to this drum. Both'drums move with the same velocity upward and consequently the filled grab will be hoisted. f

The object of the employment of the thrust bearing brake is the regulation of speed during the lowering and the opening of the grab. As mentioned before, the band-bra e part 16 of the thrust bearing brake is applied during this motion owing to the fact that in the zero position of the cam shaft 18 as well as when it is swung out into the position corresponding to the lowering movementof the grab, the cam .a doesnt actuate the lever of the band-brake 16, the band of which standing therefore under the tension of the brake weight, checks the'disk 16. If the descending load obtains a greater speed than that 'Limparted to itv by the hoist motor during these operations of the grab, the disk 23 will be pressed against the checked brake 16 and the difference in the kinetic energies ofthe descending load and the main motor will be absorbed by the friction caused on the front of disk 16. i

Concerning the actuating of the weight Q, it should be remarked that it is in its lowest'position when the brake motor is uninfluenced, zerooposition, and upon the ro-v tation of the cam shaft 2O in either direction this weight will be lifted. After having carried out the desired operation with the grab and after having switched oft' the brake motor, this weight compels the cam shaft and by it the brake motor to return into its zero position.

It is not necessary to block the free movement of the control lever (on a ball-head) by guides. The brake motor can be dispensed with and as a substitute therefor two solenoids may be used.

Having now described my invention I decontrolling drums, a driving shaft having operating connections for driving said d rums, an electric motorv having its armature shaft perpendicular to said driving shaft, a bevel gear on said armature shaft, a pair'of bevel gears loose on said driving shaft and meshing with the gear on said armature shaft, clutches for clutching said gears to said driving shaft, and an electric motor for operating said clutches.

2. In combination with a pair of grab controlling drums, a driving shaft having' operating connections for driving said drums, an electric motor having its armature shaft perpendicular to said driving shaft, a bevel gear on said armature shaft, a pair of bevel gears loose on said driving shaft and meshing with the gear on said armature shaft, clutches for clutching said gears to said driving shaft, bell crank levers operatively connected With said clutches, a rotary shaft having cams for actuating said bell crank levers, and an electric motor for driving said shaft.

3. In combination with a pair of grab controlling drums, a shaft,v operatinor connections therefrom for driving said drums, an electric motor for driving said shaft, reversing gearing interposed between said driving motor and shaft, an electric motor, with connections therefrom for controlling the operation of said reversing gear, and a controller for the grab hoist drums, provided with three scales corresponding to the three grab operations, said scales meeting at a zero point which has to be crossed by the-controller lever between each two operations, substantially as described.

In testimony whereof .I aiiX my signature in presence of two Witnesses.

KOLOMAN BRULL.

Witnesses:

MAX ADLER, JOHN J. RoN'ro. 

